Method and device for managing slot parking of motor vehicles

ABSTRACT

A method and a device for slot parking of a mobile vehicle ( 1 ), the slot parking ( 15 ) includes positioning ( 19,22 ), locking ( 23,25 ), unlocking ( 26,27 ) and realigning ( 28,29 ) phases, the method using elements to evaluate available parking space relative to immediate surroundings. The method consists in: retrieving quantitative input values from sensors, which are transformed or not into gradual qualitative input values; determining on the basis of qualitative rules operating instructions which supply gradual qualitative output data and quantitative output data, which are transformed into quantitative output data to control the vehicle actuators. The invention is useful for parking any type of powered vehicles whereof the wheel can be locked on a common axle, and can be used on public roads, private parking lots or production sites of companies.

BACKGROUND OF THE INVENTION

The present invention relates to a method and a device for managing theslot parking of motorized vehicles such as automobiles, robots andmotorized trucks, the wheel or wheels of a common axle of which can belocked.

It will find its application on public roads and private parking lotsfor the slot parking of vehicles and on production sites of companiesfor the parking of vehicles which serve for example for the packaging ofproducts. It will also be implemented by automobile manufacturers, andmanufacturers of robots and motorized trucks.

SUMMARY OF THE INVENTION

Slot parking is performed with respect to immediate surroundings whichconsist of walls, sidewalk curbs, other vehicles and other obstaclessuch as fire hydrants and posts. However, the maneuver is generallyperformed so as to position the vehicle between two other vehicles ofthe same type.

The parking operation is split up into four phases. The first phase is apositioning phase in which the vehicle must be suitably located withrespect to immediate obstacles, front and back of the vehicle.

The second phase is a locking phase in which the vehicle moves backwardand locks the wheels so as to allow the back of the vehicle to enter theparking space in which it is to be parked.

The third phase of the slot parking is a reverse-locking phase in whichthe vehicle, once the locking phase has terminated, that is to say oncethe back of the vehicle is suitably located in the available parkingspace, moves backward and reverse-locks the wheels so as likewise toallow the front part of the vehicle to be properly located in theparking space in which it is to be parked.

Once this reverse-locking phase is concluded, the fourth phase consistsin realigning the vehicle and to do this, the vehicle moves forward orbackward according to the available front and back space, whilestraightening its wheels.

Among the operators who have to carry out this type of parking, that isto say the drivers of vehicles, some are more experienced than othersand consequently drivers who are rather inexpert or who are not veryskilful in performing the maneuver have to repeat it several timesbefore they succeed in parking suitably. Operators of this typetherefore have the drawback of impeding the flow of other vehicles forthe time that the maneuver is being carried out and these unaccomplishedoperators sometimes strike the immediate obstacles and damage them andalso their own vehicle, thereby incurring subsequent repair costs andhence additional vehicle servicing costs.

Likewise, certain operators, even accomplished ones, undertake theparking maneuver without actually realizing that the parking spaceavailable is not large enough relative to the size of their vehicle.These drivers therefore try to position themselves in the parking zoneand then end up being blocked, during the operation, not havingsufficient space and running the risk of hitting the immediateobstacles. By being blocked, these drivers therefore also impede theproper operation of the flow of the other vehicles and run the risk ofcreating damage to immediate obstacles and on their vehicle.

For this purpose, means exist which consist firstly in ensuring that thespace available to park the vehicle in a slot is sufficient depending onthe type of vehicle involved. To do this, devices and methods forevaluating the space available are known, these informing the driver asto the possibilities of performing the slot parking maneuver withoutcatching on immediate obstacles and as a function of the size of hisautomobile.

Specifically, the vehicle is equipped with one or more sensors and withevaluation means, a first function of which is to detect the distancewhich separates the obstacles front and back of the vehicle betweenwhich the driver wishes to park. The device then informs the operatorwhether he can perform the maneuver with no difficulty and with no riskof catching on immediate obstacles as a function of the size of hisvehicle.

Other devices have been developed for implementing a system for managingautomatic parking on vehicles, devices developed more especially onmotor vehicles. These consist firstly in analyzing the space availablein which the driver wishes to park his automobile, then as a function ofthe space available, the system calculates a vehicle positioninginstruction curve. When this instruction curve is calculated, thevehicle is located by action on the wheels, the direction of travel andthe speed by following the predefined instruction curve.

This instruction curve is no longer modified once it has been calculatedby the system and consequently, when the space available alters overtime, and while the slot parking is being carried out, the systemdisregards the various alterations in the surroundings and continues themaneuver on the basis of the predefined instruction curve, therebyrunning the risk of catching on the immediate surroundings which may beundergoing alteration. For example, when the front or back vehiclestarts up again, or when a person enters the parking zone, the vehiclenevertheless continues the parking maneuver which it has undertaken.

Moreover, this instruction curve is based on purely mathematicalcalculation rules which do not correspond exactly with the naturalmaneuver customarily employed by the driver. So much so that the driverdoes not feel safe during the conduct of the maneuver which is performeddifferently from his customary practice. All of a sudden the driver maywish to interrupt the maneuver and retake control of the vehicle withouthaving any valid reason to do so, similarly impeding the properoperation of the flow of traffic.

The present invention aims to remedy the drawbacks of the existingsystems and one of the main aims is to propose a system for managing theslot parking of a mobile vehicle which is founded on gradual qualitativerules based on human expertise, so as to reconstruct the parkingmaneuver which is as close as possible to that which the expert oraccomplished operator would have performed manually without anyassistance.

To do this, the invention has the advantage of giving operatinginstructions for action on the control members of the vehicle which areeffected as the maneuver progresses and after having analyzed theposition which the vehicle has reached with respect to its immediatesurroundings, by retrieving the information regarding distance,orientation and direction of travel by means of the sensors. The actionon the control members being effected moreover in a qualitative mannersuch as would be effected by an operator driving manually who reactsaccording to the progress of events.

The invention also has the advantage of allowing the use of sensorsproviding rather inaccurate measurements, either because these sensorsare of medium quality and low cost, or because the sensors are complexas regards their fine-tuning. Specifically, the data transmitted neednot necessarily be very accurate since they are then transformed intogradual qualitative data.

Moreover, the invention has the advantage of verifying, during thevehicle parking operation, whether the vehicle's immediate surroundingshave not altered with respect to the start of the maneuver.Specifically, the position of the vehicle with respect to the immediatesurroundings is measured during the progress of the maneuver and in thecase where an additional obstacle, for example a person, were to enterthe parking zone, the system detects this and reacts instantaneouslyeither by rectifying the maneuver, if the latter is still achievable, orby interrupting the slot parking if the distance between the additionalobstacle and the vehicle is deemed to be too dangerous.

The invention also has the advantage of being very flexible as regardsthe choice and the definition of the gradual qualitative rules which arefounded on human expertise and experience. Specifically, the choice ofthese rules may be very wide and as a direct consequence thereof,depending on the complexity or simplicity chosen, the number ofoperating instructions for acting on the wheels, the direction of traveland the speed of the vehicle is increased or decreased.

Another advantage of the present invention is that it allows theoperator to retake control of the vehicle at any instant, simply bymanipulating the vehicle's control members such as the steering wheel,the brake pedal or the gearbox, thereby improving the feeling ofwellbeing and of safety of the driver who can interrupt the maneuver ifhe deems it necessary to do so or if he wishes to change space at thelast moment.

Another aim of the present invention is to make the operator safe duringthe parking maneuver. To do this, the invention has the advantage ofinforming the operator directly if the latter so wishes regarding theoperations to be performed on the control members of the vehicle. Inthis case, the operator plays the role of actuator directly and iscontrolled by the information received visually, aurally: orkinesthetically (tactile aspect). Kinesthetic is understood to mean theinforming of the driver through sensory actions on the hands, the feet,or any other part of the body in physical contact with the interior ofthe vehicle.

The present invention relates to a method for managing the slot parkingof a mobile vehicle which can be used to park any type of motorizedvehicle, the wheels of a common axle of which can be locked, withrespect to the immediate surroundings which may be found on publicroads, private parking lots and production sites of enterprises, saidslot parking consisting of at least two phases, namely a locking phaseand a reverse-locking phase, and possibly of two other phases, namely apositioning phase which precedes the two locking and reverse-lockingphases and a realignment phase which follows the reverse-locking phase,said method using measurement sensors for measuring distance,orientation and speed which make it possible to evaluate the spaceavailable with respect to the immediate surroundings so as to performthe parking maneuver, the latter being carried out by operating on thespeed, the direction of travel and the relative lock of the wheels ofthe vehicle,

characterized in that, in order to carry out parking:

-   -   the input data originating from the measurement sensors which        provide quantitative values are retrieved,    -   some of these quantitative input values are translated into        gradual qualitative input values,    -   on the basis of qualitative rules, operating instructions are        determined which provide gradual qualitative output data and        quantitative output data,    -   these gradual qualitative output data are transformed into        quantitative output data,    -   the actuators of the vehicle are controlled as a function of the        quantitative output data obtained.

It also makes reference to the device for managing the slot parking of amobile vehicle which implements the method, characterized in that itcomprises:

-   -   measurement sensors for measuring the distance of the vehicle        with respect to surrounding obstacles, speeds sensors, direction        of travel sensors and vehicle orientation sensors,    -   a computer which retrieves the quantitative data from the        measurement sensors and transforms the input data into gradual        qualitative values and into quantitative values, processes and        determines output instructions which have gradual qualitative        values and quantitative values and transforms these output        instructions into quantitative values,    -   actuators which act on the movements of the vehicle as a        function of the quantitative output values transmitted by the        computer or an output interface which transmits visual and/or        audible and/or kinesthetic information to the driver to guide        him in his maneuver.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood on reading the followingdescription which is based on the explanatory figures, namely:

FIG. 1 which depicts an operating algorithm of the system and of itssurroundings,

FIGS. 2, 3, 4, 5 and 6 which depict the various phases of a slotparking,

FIG. 7 which depicts an operating algorithm of the slot parking methoditself,

FIG. 8 which depicts an exemplary installation of sensors on thevehicle,

FIG. 9 which depicts the architecture of the system installed on avehicle,

FIGS. 10 a, 10 b, 10 c and 10 d which depict a case of determining theoutput operating instructions.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention relates to a method and device for managing slotparking of a mobile vehicle (1), where a vehicle (1) is understood tomean any motorized vehicle whose wheels belonging to a common axle maybe locked, such as for example motor vehicles which travel on public orprivate roads and which have to be slot parked in a parking zone (2)with respect to immediate surroundings (3) which consist, in this caseand for example, of automobiles (3), walls, trees, posts, sidewalk curbsand fire hydrants.

Other examples of mobile vehicles (1) are robots and motorized truckswhich serve on production sites for the packaging and storage ofproducts and which have to be located very accurately by performing aslot maneuver with respect to immediate surroundings (3) so as to locatethe products suitably at the desired spot. In this case and for example,the immediate surroundings are made up of production machines, cabinetsand storage shelves, walls and other mobile vehicles of the same type.

The maneuver of slot parking of the vehicle (1) with respect to itssurroundings (3) is split up into four phases which are positioning,locking, reverse-locking and realignment, such as represented in FIGS.2, 3, 4, 5 and 6.

During the first positioning phase, the vehicle (1) must firstly belocated suitably with respect to the front obstacle (4). To do this, thevehicle must be located both laterally and longitudinally with respectto the obstacle, for example another vehicle. For the lateralpositioning, such as depicted in FIG. 2, the vehicle must be asatisfactory distance (20) from the front obstacle (24) while being asparallel as possible to the edge (5) of the parking zone. And for thelongitudinal positioning, such as depicted in FIG. 3, the vehicle mustbe located a satisfactory distance (21) in front of the charted parkingzone.

For the second locking phase, such as depicted in FIG. 4, the back ofthe vehicle (1) enters the parking zone (2) and approaches the edge (5)of the parking zone for example the curb of a sidewalk or the surface ofa wall. During this locking phase, the vehicle moves backward and locksthe wheels so as to enter the parking zone and approach the edge of theparking zone, and is therefore oriented along an axis (6) different fromthat of the edge (5) of the parking zone.

The third reverse-locking phase, which is depicted in FIG. 5, comesabout when the locking phase is sufficiently advanced and when the back(7) of the vehicle (1) reaches a satisfactory distance (24) with respectto the edge (5) of the parking zone. The vehicle must then reverse-lockthe wheels while continuing to move backward so that the front part (8)of the vehicle also enters the parking zone (2).

The fourth realignment phase, depicted in FIG. 6, consists in resettingthe vehicle (1) properly parallel to the edge (5) of the parking zone,together with the wheels of the vehicle, once the third reverse-lockingphase is concluded, that is to say when the vehicle (1) has entered theparking zone completely.

The management of the slot parking comes about once the driver engagesthe method, this corresponding to the start (9) of the operatingalgorithm of the system depicted in FIG. 1. The first phase consistsfirstly in evaluating whether the parking space available is largeenough compared with the size of the vehicle.

To do this, the space (10) available for parking the vehicle at the spotchosen by the operator must be evaluated. Once the available space hasbeen evaluated (10), a check verifies that this space is sufficient (11)for the vehicle and throughout the maneuver, a safety test (32) makessure that this space remains sufficient.

Numerous processes have already been developed for evaluating thedistance which separates two obstacles between which the driver wishesto park his vehicle, such as for example measuring the distance betweenthe back of the vehicle (7) and the back obstacle (16) and the distancebetween the front of the vehicle (8) and the front obstacle (4) by meansof sensors (36) of infrared, laser or ultrasound type, and as a functionof the measured distances, validating or otherwise the possibility ofparking the vehicle.

Another example consists in comparing the distance which separates thetwo obstacles, front (4) and back (16), with the size of the vehicle(1). In this case, the distance is for example measured by means of acamera which analyzes the dark zones corresponding to the obstacles withrespect to the light zone corresponding to the empty parking space.

Next, when the space has been evaluated, either this available space isnot large enough with respect to the size of the vehicle and in thiscase the parking of the vehicle is concluded (12), or the parking spaceis sufficient and in this case confirmation (13) is requested from theoperator to manage the slot parking and the confirmation response of theoperator is tested (14). If the confirmation is “NO” then the slotparking is concluded (12) and if the response is “YES” then the slotparking (15) of the vehicle is carried out. Next, when the parking hasterminated, the management of the slot parking is concluded (12).

The vehicle is equipped with sensors (36) for measuring the distancebetween the mobile vehicle (1) and the surrounding obstacles (3), withsensors for measuring orientation of the vehicle for determining theangle between the axis (6) of the vehicle and the axis (17) parallel tothe edge (5) of the roadway, with sensors for measuring the direction oftravel of the vehicle and with sensors for measuring speed. Togetherthese sensors (36) provide fixed quantitative measurements, for examplea binary quantitative value such as forward or backward or else 0 or 1,and others providing a variable quantitative value, in particular themeasurements of distance and of orientation.

When the phase (10) of evaluating the available space is validated, thatis to say it is possible to park the vehicle in a slot, and when theoperator has confirmed (13) his desire to park the vehicle in a slot,the parking operation can then take place and consequently the followingis undertaken in order to carry out the slot parking:

-   -   the input data originating from the measurement sensors which        provide quantitative values are retrieved,    -   some of these quantitative input values are translated and        transformed into gradual qualitative input values, also referred        to as fuzzy values, the other input data retaining their        quantitative value,    -   on the basis of qualitative rules, also referred to as fuzzy        rules, operating instructions are processed and determined which        provide gradual qualitative output data and quantitative output        data,    -   these gradual qualitative output data are transformed into        quantitative output data, the other quantitative output data        retaining their value,    -   the actuators of the vehicle are controlled as a function of the        quantitative output data obtained.

The parking operation is performed in real time, that is to say theinput data are retrieved from the sensors at each instant and theactuators are also controlled at each instant during the entire progressof the slot parking maneuver. To do this, a measurement of the sensorsis performed with a very low period, for example every 10 ms and theactuators of the vehicle are also controlled every 10 ms, afteroperating instructions have been determined.

Thus, during the entire parking operation, the position and the movementof the vehicle with respect to the surrounding obstacles are evaluatedat each instant, and the actuators of the vehicle are acted on, also ateach instant, in real time, during the progress of the parking maneuver,said actuators controlling the speed, the direction of travel and therelative lock of the wheels of the vehicle, that is to say the positionand the movement of the vehicle are controlled with respect to immediateobstacles so as to carry out the slot parking.

In this way, the maneuver is performed such as an experienced operatorwould perform it manually without any assistance.

The decisions determined by the parking management system aretransmitted to the actuators of the vehicle (1) so that they directlycontrol the speed, the direction of travel and the wheel lock of thevehicle, or to the operator via the output interface (41) so as toinform him as to the actions which he should perform on the acceleratorpedal, brake pedal and clutch pedal, on the gearbox and on the steeringwheel.

The measurement data regarding the distances and orientation of thevehicle with respect to obstacles which are retrieved are in apreferential but nonlimiting mode those depicted in FIGS. 2, 3, 4, 5 and6, namely:

-   -   the front right distance (ddav) which corresponds to the        distance separating the right front of the vehicle from the edge        of the parking zone or from the obstacle at the border (5) of        which one wishes to park. The value provided by this front right        distance is a quantitative value which the operator can assess        visually.    -   the back right distance (ddar) which corresponds to the distance        separating the right back of the vehicle from the edge of the        parking zone or from the obstacle at the border of which one        wishes to park. This back right distance is a value which can be        assessed by the operator.    -   the heading of the vehicle (heading) which represents the        orientation of the vehicle with respect to the obstacle        alongside which one wishes to park the vehicle. The value        obtained is a quantitative value which the operator can assess        during the progress of the parking maneuver.    -   the distance with respect to the front vehicle (dav) which        represents the space between the vehicle (1) and the back of the        obstacle parked in front of the parking zone.    -   the longitudinal distance with respect to the front vehicle        (dlav), measured along the parking axis.    -   the relative longitudinal distance with respect to the        longitudinal position instruction (dlavr) which is equal to the        longitudinal distance with respect to the front vehicle minus        half the length of the longitudinal position instruction        interval (21).    -   the lateral distance with respect to the front vehicle (dlatav)        which is a lateral distance perpendicular to the parking axis.    -   the relative lateral distance with respect to the lateral        position instruction (dlatavr) which is equal to the lateral        distance with respect to the front vehicle minus half the        lateral position instruction interval (20).

Measurement data regarding the direction of travel of the vehicle arealso retrieved. The measurement of the direction of travel provides afixed quantitative value which is either forward, backward or idling.

Test results which have a binary value which is either 0 (validated), or1 (non validated) are also retrieved.

Of all the values retrieved, the fixed quantitative and/or binary valuesare retained as they stand and the variable quantitative values aretransformed into gradual qualitative values.

These gradual qualitative values correspond to the assessment which anoperator would have as regards his position, his orientation and hisspeed, such as for example move forward or backward very quickly,quickly, slowly or very slowly, or else position very far from, farfrom, close to or very close to an obstacle, likewise vehicle greatly orslightly at an angle with respect to the edge of the parking zone.

Once these quantitative input data have been transformed into gradualqualitative input data and into fixed quantitative and/or binary data,operating instructions for acting the vehicle are then processed anddetermined, on the basis of nonlinear qualitative rules, these operatinginstructions corresponding to fixed quantitative and/or binary valuesand to gradual qualitative values which then have to be transformed nextinto quantitative values to control the actuators of the vehicle.

The processing of the information is performed in real time, that is tosay the data of the sensors are retrieved and operating instructions areprocessed and determined at each instant in time so as to analyze theentire progress of the maneuver with respect to its surroundings and actat the same time on the vehicle according to circumstances.

FIG. 7 depicts in detail the operating algorithm for the operation ofslot parking (15) of a vehicle (1). When the available space has beenvalidated and the operator has confirmed his wish to park the vehicle,the start (18) of the parking is then activated and instigates twooperations simultaneously, the first operation consisting in carryingout the parking and the second in performing safety tests in parallelwith the parking.

The first operation, that is to say the carrying out of the parking, issplit in a preferential but nonlimiting mode into four phases which arepositioning, locking, reverse-locking and realignment, the switch fromone phase to another occurring only if the position of the vehicle ineach of the phases is deemed sufficient and validated by test.

In the first positioning phase, a first test (19) is performed, whichwill then be referred to as “test 1”, which makes it possible toevaluate the longitudinal position and the transverse position of thevehicle during the positioning phase. This test 1 pertains to thefollowing variables: lateral distance with respect to the front vehicle(dlatav), longitudinal distance with respect to the front vehicle (dlav)and the heading of the vehicle (heading) which must lie respectively ina lateral position instruction interval [α₁, α₂] (in meters) (20), alongitudinal position instruction interval [β₁, β₂] (in meters) (21) andan orientation instruction interval [ω₁, ω₂] (in radians). The firsttest 1 (19) is validated when these three conditions above arefulfilled. Otherwise, test 1 is not validated.

If test 1 is not validated, then the positioning (22) is carried out andthis operation is repeated until test 1 is validated, after which we goto the second locking phase.

In the second locking phase, a second test (23) referred to in thesubsequent text as “test 2” is performed which makes it possible toevaluate the position of the back of the vehicle (7) at the edge (5) ofthe parking zone, for example a sidewalk or a wall, during the lockingphase. This test 2 (23) pertains to the back right distance variable(ddar) which must lie in a back position instruction interval [γ₁, γ₂](in meters) (24). This second test 2 is validated when this condition isfulfilled. Otherwise, test 2 is not validated.

When test 2 is not validated, locking (25) is then carried out and thisoperation is repeated until test 2 is validated, after which we go tothe third reverse-locking phase.

For the third reverse-locking phase, a third test (26) is performedwhich will subsequently be referred to as “test 3” (26) which makes itpossible to evaluate the orientation of the vehicle during thereverse-locking phase. This test 3 pertains to the vehicle headingvariable (heading) which must lie in a vehicle orientation instructioninterval [δ₁, δ₂] (in radians). This test 3 is validated when thecondition is fulfilled. When test 3 is not validated, reverse-locking(27) is carried out and this operation (27) is repeated until test 3 isvalidated, after which we go to a fourth realignment phase.

For the fourth realignment phase, a fourth test (28) is performed whichwill subsequently be referred to as “test 4”, which makes it possible toevaluate the distance to the other vehicles and the orientation of thevehicle during the realignment phase. This test 4 pertains to thefollowing variables: distance with respect to the front vehicle (dav),distance with respect to the back vehicle (dar) and heading of thevehicle (heading) which must respectively lie in a position to the frontvehicle instruction interval [κ₁, κ₂] (in meters) (43), be greater thana position to the back vehicle instruction value ε (in meters), and liein an almost zero orientation instruction interval [η₁, η₂] (inradians). This test 4 is validated if the three conditions above aretrue, that is to say lie in the defined intervals. As long as test 4 isnot validated, realignment (29) is carried out and this operation isrepeated until test 4 is validated, after which we go to a fifthmonitoring test (30) which will subsequently be referred to as “test 5”.

This test 5 makes it possible to evaluate the distance to the edge (5)of the parking zone (2) as well as the orientation of the vehicle oncethe realignment phase is concluded. This test 5 is an end of maneuvertest and it is validated when the vehicle is suitably parked. To dothis, test 5 pertains to the front right distance variable (ddav) andheading of the vehicle (heading) which must respectively lie in alateral position of parking instruction interval [λ₁, λ₂] (in meters)and lie in a zero orientation instruction interval (4 ₁, 4 ₂) (inradians) and it is validated when these two conditions are fulfilled. Iftest 5 is validated, then the parking operation (15) is concluded (35)else the three phases of locking, reverse-locking and realignment arerepeated until validation of test 5.

The second operation which consists in carrying out safety tests inparallel while carrying out the parking makes it possible to guaranteethe proper conduct of the maneuver and to avoid risking an accident withthe surrounding obstacles.

To do this, two safety tests are carried out simultaneously. The firstsafety test (31) subsequently referred to as safety test 1 makes itpossible to evaluate the actions of a possible operator on the controlmembers of the vehicle (1), such as for example the clutch pedal, brakepedal and accelerator pedal, the steering wheel and the gearbox. As longas safety test 1 is validated, that is to say the operator does notmanipulate any of the control members of the vehicle, this safety test 1is repeated while continuing to carry out parking. Conversely, if safetytest 1 is not validated, that is to say the operator has manipulated oneof the control members of the vehicle, then the operator is requested tovalidate (33) his desire to retake manual control of the vehicle andthis validation of halting (34) is tested. If the validation of haltingtest (34) is validated, then the parking operation (15) is concluded(35).

The second safety test (32), subsequently referred to as “safety test2”, makes it possible to evaluate the distance separating the vehiclefrom the obstacles delimiting the parking zone. This test is notvalidated if one of these distances is deemed dangerous for thesubsequent operations, such as for example when there is an unforeseenand dangerous displacement of one of the obstacles or in the case of afailure of one of the sensors. In this case, the parking operation (15)is concluded (35). In the converse case in which safety test 2 isvalidated, parking continues to be carried out normally.

The carrying out of positioning (22) is performed by simultaneouslyadministering the lateral position of the vehicle and the longitudinalposition of the vehicle. To administer the lateral position of thevehicle, we proceed in the following manner:

-   -   the lateral position of the vehicle is monitored by retrieving        four input data, obtained from the measurements of the sensors,        two input data taking a quantitative value, namely the direction        of travel and the result of test 1, and the other two input data        taking a gradual qualitative value, namely the heading of the        vehicle (heading) and the relative lateral distance with respect        to the lateral position instruction (dlatavr),    -   the wheel lock operating instruction which takes a gradual        qualitative value is processed and determined on the basis of        qualitative rules and is translated and transformed subsequently        into a quantitative value,    -   the wheel lock is acted upon as a function of the quantitative        value obtained.

Simultaneously, to administer the longitudinal position of the vehicleduring the positioning operation, we proceed in the following manner:

-   -   the longitudinal position of the vehicle is monitored by        retrieving three input data, obtained from the measurements of        the sensors, two input data taking a quantitative value, namely        the result of test 1 and the direction of travel, and one input        data item taking a gradual qualitative value namely the relative        longitudinal distance (dlavr),    -   operating instructions for acting on the speed and the direction        of travel which both take a quantitative value are then        processed and determined on the basis of qualitative rules,    -   the speed and the direction of travel are acted upon as a        function of these two quantitative values obtained.

The carrying out of locking (25) is performed when the first positioningphase is concluded. To carry out this locking, we therefore proceed inthe following manner:

-   -   the lock is monitored by retrieving three input data, obtained        from the measurements of the sensors, an input data item taking        a quantitative value, namely test 2, and two data taking a        gradual qualitative value, namely the heading of the vehicle        (heading) and the back right distance with respect to the edge        of the parking zone (ddar),    -   operating instructions for acting on the speed and the direction        of travel which take a quantitative value, and on the wheel lock        which takes a gradual qualitative value are then processed and        determined and are translated and transformed into a        quantitative value,    -   the speed, the direction of travel and the wheel lock of the        vehicle are acted upon as a function of the quantitative values        obtained.

The carrying out of reverse-locking (27) comes about in the thirdreverse-locking phase when the second locking phase has terminated. Tocarry out this reverse-locking, we therefore proceed in the followingmanner:

-   -   the reverse-lock is monitored by retrieving four input data,        obtained from the measurements of the sensors, two input data        taking a quantitative value, namely the result of test 3 and the        direction of travel, and two data taking a gradual qualitative        value namely the heading of the vehicle (heading) and the        distance to the back vehicle (dar),    -   operating instructions for acting on the speed and the direction        of travel which take a quantitative value and on the wheel lock        which takes a gradual qualitative value are processed and        determined on the basis of qualitative rules and are translated        and transformed into a quantitative value,    -   the speed, the direction of travel and the wheel lock of the        vehicle are acted upon as a function of the quantitative values        obtained.

The carrying out of realignment (29) comes about in the fourthrealignment phase when the third phase has terminated. The carrying outof realignment is performed by simultaneously administering the lateralposition and the longitudinal position of the vehicle. To administer thelongitudinal position of the vehicle, we proceed in the followingmanner:

-   -   the longitudinal position is monitored by retrieving four input        data obtained from measurements of sensors, two input data        taking a quantitative value namely the result of test 4 and the        direction of travel of the vehicle and two input data taking a        gradual qualitative value namely the distance to the back        vehicle (dar) and the distance to the front vehicle (dav),    -   operating instructions for acting on the speed and the direction        of travel which both take a quantitative value are then        processed and determined,    -   the speed and the direction of travel are acted upon as a        function of these two quantitative output values obtained.

Simultaneously, to administer the lateral position of the vehicle duringthe realignment operation, we proceed in the following manner:

-   -   the lateral position of the vehicle is monitored by retrieving        three input data obtained from the measurements of sensors, two        input data taking a quantitative value namely the direction of        travel and the result of test 4, and the other input data item        taking a gradual qualitative value namely the heading of the        vehicle,    -   the operating instruction for the wheel lock which takes a        gradual qualitative value is processed and determined on the        basis of qualitative rules and is translated and transformed        subsequently into a quantitative value,    -   the wheel lock of the vehicle is acted upon as a function of the        quantitative output value obtained.

For each of the phases, the operating instruction regarding the speedtakes a quantitative value. In a preferential but nonlimiting mode, theoperating instruction regarding the speed can take three quantitativevalues, these values corresponding to the zero speed, to a low speed andto a medium speed, these speeds being expressed in meters per second.

Likewise, the operating instruction for acting on the direction oftravel takes a quantitative value. This value is either forward,backward or idling.

As far as the operating instruction for acting on the wheel lock isconcerned, this takes one or more gradual qualitative values whichis/are translated subsequently into a single quantitative valuecorresponding to an angle of wheel lock.

FIGS. 10 a, 10 b, 10 c and 10 d depict several graphs or charts whichwill make it possible to explain the manner in which positioning,locking, reverse-locking and realignment are carried out. For thefigures depicted here, it is necessary to carry out the positioning andin particular to determine the operating instruction so as to carry outthe lateral locating of the vehicle. However the process remains thesame for the achieving of the longitudinal position in the positioningoperation and for the carrying out of the operations of locking,reverse-locking and realignment, the input and output variables and thequalitative rules of determination being modified as a function of thecriteria for choosing the operating instructions.

For the vehicle positioning operation, the lateral position of thevehicle and the longitudinal position are monitored simultaneously. Asfar as the lateral position of the vehicle is concerned, four input dataare retrieved, two of them are quantitative data which retain theirvalue as it stands, namely the direction of travel which takes the valueforward, backward or idling which is for example quantized by −1, 0 and1 or negative, zero, positive, and test 1 which is validated or nonvalidated or can be quantized for example by the values 0 or 1. Theother two input data, namely the heading of the vehicle (heading) andthe relative lateral distance (dlatavr), are the quantitative data whichthe operator can more or less assess and approximate and are thereforetranslated and transformed into gradual qualitative data which thereforeneed to be determined.

To do this, FIG. 10 a depicts a partitioning graph for the heading ofthe vehicle input (heading) which makes it possible to switch from thequantitative value to one or more gradual qualitative values. Thepartitioning graph of FIG. 10 a which is a preferential but nonlimitingmode depicts along the abscissa a quantitative value of the heading ofthe vehicle whose unit is for example the radian, that is to say themeasurement obtained directly from the sensors of the vehicle. Along theordinate it depicts various gradual qualitative values which the headingof the vehicle (heading) can take. These values correspond to theassessment that one or more operators would have as regards theorientation of the vehicle.

For example, a negative heading (CN) of the vehicle is defined by thegradual interval, also referred to as a fuzzy interval [−a₁ −a₁ −a₂ −a₃](in radians). When the quantitative value of the heading lies in theinterval [−a₁ −a₂] (in radians), the heading is regarded as negativewith a degree of 1, when it lies in the interval [−a₂ −a₃], the headingis regarded as negative with a diminishing degree vanishing beyond −a₃.

Likewise, a zero heading (CZ) is defined by the gradual interval [−a₂−a₄ a₄ a₂] (in radians), the heading being regarded as zero with arising degree over the interval [−a₂ −a₄] with a degree of 1 over theinterval [−a₄ a₄] and with a diminishing degree over the interval [a₄a₂].

Likewise the positive heading (CP) is defined by the gradual interface[a₃ a₂ a₁ a₁] (in radians). When the quantitative value of the headinglies in the interval [a₂ a₁], the heading is regarded as positive with adegree of 1. When it lies in the interval [a₃ a₂], the heading isregarded as positive with a rising degree taking the value 1 at a₂.

For example, for a vehicle heading value equal to x depicted in FIG. 10a, the heading therefore takes the gradual qualitative value y₁ zeroheading and y₂ positive heading, y₁ and y₂ being degrees lying between 0and 1 that correspond to the assessment that a driver would have of theorientation of his vehicle, that is to say + or − straight heading or +or − heading inclined in a direction.

The partitioning graph for the relative lateral distance input (dlatavr)in FIG. 10 b depicts along the abscissa the quantitative value (inmeters) provided by the measurements from the sensors and along theordinate the gradual qualitative value or values taken by the input dataitem (dlatavr).

Thus, the relative lateral distance (dlatavr) is defined qualitativelyas a negative lateral distance (DN) by the gradual interval [−b₁ −b₁ −b₂−b₃] (in meters). When the quantitative value of the relative lateraldistance lies in the interval [−b₁ −b₂], the latter is regarded asnegative with a degree of 1. When the quantitative value lies in theinterval [−b₂ −b₃], the relative lateral distance is regarded asnegative with a diminishing degree vanishing beyond −b₃.

Likewise, a zero relative lateral distance (DZ) is defined by thegradual interval [−b₂ −b₃ b₃ b₂] (in metres), the relative lateraldistance (dlatavr) being regarded as zero with a rising degree over theinterval [−b₂ −b₃], with a degree of 1 over the interval [−b₃ b₃] andwith a diminishing degree over the interval [b₃ b₂].

Likewise a positive relative lateral distance (DP) is defined by thegradual interval [b₃ b₂ b₁ b₁] (in meters). When the quantitative valueof the relative lateral distance (dlatavr) lies in the interval [b₂ b₁],the latter is regarded as positive with a degree of 1. When the valuelies in the interval [b₃ b₂], the relative lateral distance is regardedas positive with a rising degree taking the value 1 at b₂.

For example, for a quantitative value of the relative lateral distance(dlatavr) equal to x′ (in meters), two gradual qualitative values of therelative lateral distance (dlatavr) are obtained, equal to y′₁ zerolateral distance and y′₂ positive lateral distance where y′₁ and y′₂ aredegrees lying between 0 and 1.

These values correspond to the assessment that an operator would have ofthe relative lateral distance (dlatavr), namely the right edge (44) ofthe vehicle lies + or − at the median of the lateral positioninstruction (20) and the right edge (44) lies + or − above the median ofthe lateral position instruction (20).

Once the gradual qualitative input values have been determined, outputinstructions which, in the case of lateral positioning, is the relativelock of the wheels of the vehicle which also takes one or more gradualqualitative output values, are processed and determined.

These gradual qualitative output values of the relative lock angle aredefined in the following manner:

-   -   a medium negative lock angle (BMN) by the gradual interval [−c₁        −c₁ −c₂ −c₃], the angle of lock being regarded as medium        negative with a degree of 1 when its quantitative value lies in        the interval [−c₁ −c₂] and as medium negative with a diminishing        degree over the interval [−c₂ −c₃],    -   a small negative lock angle (BFN) by the gradual interval [−c₂        −c₃ 0], the angle of lock being regarded as small negative with        a rising degree when its quantitative value lies in the interval        [−c₂ −c₃] and as small negative with a diminishing degree over        the interval [−c₃ 0],    -   a zero lock angle (BZ) by the gradual interval [−c₃ 0 c₃], the        angle of lock being regarded as zero with a rising degree when        its quantitative value lies in the interval [−c₃ 0] and as zero        with a diminishing degree over the interval [0 c₃],    -   a small positive lock angle (BFP) by the gradual interval [0 c₃        c₂], the angle of lock being regarded as small positive with a        rising degree when its quantitative value lies in the interval        [0 c₃] and as small positive with a diminishing degree over the        interval [c₃ c₂],    -   a medium positive lock angle (BMP) by the gradual interval [c₃        c₂ c₁ c₁], the angle of lock being regarded as medium positive        with a degree of 1 when its quantitative value lies in the        interval [c₂ c₁] and as medium positive with a rising degree        over the interval [c₃ c₂].

The quantitative values c₁, c₂ and c₃ are dimensionless and correspondto values relating to the maximum lock angle of the vehicle.Consequently these values lie in the interval [−1 1] a value of −1,respectively 1, corresponds to the maximum locking of the wheels to theleft, respectively to the right.

To process and determine these qualitative values regarding the relativelock of the wheels which makes it possible to carry out the lateralpositioning in the positioning operation, charts depicted in FIG. 10 d,which are referred to as the “hyper rectangle of determination of thelateral position monitor”, are used.

In the case of lateral positioning, this hyper rectangle ofdetermination of the lateral position monitor is a chart of qualitativerules which, on the basis of the four inputs, two quantitative inputs(the result of test 1 and direction of travel) and two gradualqualitative inputs (heading and dlatavr), determines an output value ofthe relative lock of the wheels which here is a gradual qualitativevalue.

For example, for the value x of the heading of the vehicle (heading),measured by the sensors, the graph of FIG. 10 a yields two gradualqualitative values y₁ zero heading and y₂ positive heading with y₁ andy₂ lying between 0 and 1. The quantitative value x′ of the relativelateral distance (dlatavr), the graph of FIG. 10 b yields two gradualqualitative values y′₁ zero distance and y′₂ positive distance with y′₁and y′₂ lying between 0 and 1.

Next, if test 1 is not validated and the direction of travel is forward,then the hyper rectangle of determination of the lateral positionmonitor of FIG. 10 d is employed and makes it possible to obtain one ormore gradual qualitative values of the relative angle of lock output.

For a zero heading (CZ) and a zero distance (DZ), a zero lock (BZ) isthen obtained and is weighted by a coefficient dependent on the valuesof y₁ and y′₁.

For a positive heading (CP) and a zero distance (DZ), a medium negativelock (BMN) is obtained and is weighted by a coefficient dependent on thevalues of y₂ and y′₁.

For a zero heading (CZ) and a positive distance (DP), a small negativelock (BFN) is obtained and is weighted by a coefficient dependent on thevalues of y₁ and y′₂.

For a positive heading (CP) and a positive distance (DP), a mediumnegative lock (BMN) is obtained and is weighted by a coefficientdependent on the values of y₂ and y′₂.

Hence, four qualitative values are obtained for the relative lock of thewheels, namely Z₁ zero lock, Z₂ medium negative lock, Z₃ small negativelock, Z₄ medium negative lock, where Z₁, Z₂, Z₃ and Z₄ are four valueslying between 0 and 1 which depend on two coefficients out of y₁, y′₁,y₂ and y′₂.

On the basis of these four gradual qualitative values obtained for therelative lock of the wheels, one then deduces therefrom one singlequantitative output value for the angle of relative lock of the wheels.This quantitative output value of the relative lock of the wheels isthen calculated by mathematical procedures such as for example by thebarycentric procedure.

Likewise, if the test is non validated and the direction of travel isbackward, then four gradual qualitative values are obtained for thevalues x of the heading and x′ of the relative lateral distance(dlatavr) of FIGS. 10 a and 10 b for the relative lock of the wheelsoutput on the basis of the hyper rectangle of determination of thelateral position monitor depicted in FIG. 10 d, namely:

-   -   for a positive heading (CP) and a zero distance (DZ), a medium        positive lock qualitative value (BMP) is obtained and is        weighted by a coefficient dependent on the values of y₂ and y′₁,    -   for a zero heading (CZ) and a zero distance (DZ), a zero lock        qualitative value (BZ) is obtained and is weighted by a        coefficient dependent on y₁ and y′₁,    -   for a zero heading (CZ) and a positive distance (DP), a small        positive lock qualitative value (BFP) is obtained and is        weighted by a coefficient dependent on y₁ and y′₂,    -   for a positive heading (CP) and a positive distance (DP), a        medium positive lock qualitative value (BMP) is obtained and is        weighted by a coefficient dependent on y₂ and y′₂.

From these four gradual qualitative values of relative lock of thewheels, namely Z′₁ medium positive lock, Z′₂ zero lock, Z′₃ smallpositive lock and Z′₄ medium positive lock where Z′₁ Z′₂ Z′₃ Z′₄ arefour values lying between 0 and 1 which depend on two coefficients outof y₁, y′₁, y₂ , y′₂, we then deduce therefrom a quantitative value ofthe angle of lock of the wheels which is determined from a mathematicalprojection calculation for example of the barycentric calculation type.

In the case where test 1 is validated or where the direction of travelis idling, then the lock instruction is zero lock (BZ). From this isdeduced a quantitative value of the angle of lock of the wheels by aprojection calculation for example of barycentric calculation type.

To process and determine output operating instructions for thelongitudinal positioning of the positioning operation, for the lockingoperation, the reverse-locking operation and the realignment operation,hyper rectangles of determination are also defined.

For the longitudinal positioning, this is a hyper rectangle ofdetermination of the longitudinal monitor which has three inputs, namelythe result of test 1, the direction of travel and the relativelongitudinal distance (dlavr) and two outputs namely the speed and thedirection of travel.

For the locking operation, this is a hyper rectangle of determination ofthe locking monitor which has three inputs, namely the result of test 2,the heading of the vehicle and the back right distance (ddar), and threeoutputs namely the relative lock of the wheels, the speed and thedirection of travel.

For the reverse-locking operation, this is a hyper rectangle ofdetermination of the reverse-locking monitor which has four inputs,namely the result of test 3, the direction of travel, the heading of thevehicle and the distance with respect to the back vehicle (dar), andthree outputs namely the relative lock of the wheels, the direction oftravel and the speed.

For the realignment operation, this is a hyper rectangle ofdetermination of the realignment monitor which has four inputs, namelythe result of test 4, the direction of travel, the distance with respectto the back vehicle (dar) and the distance with respect to the frontvehicle (dav), and three outputs, viz the speed, the direction of traveland the relative lock of the wheels.

FIGS. 8 and 9 make it possible to explain the device (39) forimplementing the method for managing slot parking. This device (39) isinstalled directly on the vehicle (1).

To retrieve the measurements of the input data, the sensors (36) areinstalled on the vehicle.

To obtain the various distance measurements which were defined earlier,the vehicle (1) is equipped with sensors for example of infrared,ultrasound or laser telemetry type. Likewise, the vehicle is equippedwith sensors of gyrometer type which make it possible to measure theorientation of the vehicle, that is to say the heading of the vehicle.To retrieve the direction of travel and the speed of the vehicle, thelatter is equipped for example with tachometer sensors or with wheelspeed sensors of the type of those used by ABS systems.

The distance sensors (36) of the infrared, ultrasound or laser type arefor example installed on the vehicle, such as depicted in FIG. 8, thatis to say at the front (8), left and right, at the back (7), left andright, and on the front lateral side (37) and back lateral side (38).

These sensors are installed in a preferential but nonlimiting modemidway up the height of the vehicle so as to detect all obstacles suchas other vehicles, sidewalk curbs and walls, and they must also have ina preferential but nonlimiting mode a cone of detection making itpossible to sense in three dimensions.

The input data obtained by means of the measurement sensors are thentransmitted to an on-board computer (42) on the vehicle (1). To do this,the device has an input interface (40) which retrieves the signals ofthe sensors, processes them and then transmits to the on-board computerthe information regarding the quantitative measurements of the inputs ofthe system.

The on-board computer (42) comprises a computer program which transformssome of the quantitative input data into gradual qualitative input data,in particular the measurements of distances and orientation. Theon-board computer also performs the various tests namely test 1, test 2,test 3, test 4, test 5 and the safety tests 1 and 2. It also administersthe computer programs making it possible to process and determineoperating instructions for each of the positioning, locking,reverse-locking and realignment operations. To do this, the computerprogram comprises the various qualitative rules of each of the hyperrectangles of determination which make it possible to process anddetermine the output operating instructions.

Once the computer has determined the output operating instructions, thelatter are processed by an output interface (41) which transforms theoutput information from the computer into control signals bound for theactuators of the vehicle controlling the speed, the direction of traveland the relative lock of the wheels. To do this, the computer transformsthe gradual qualitative output instruction for the relative lock of thewheels into a quantitative value.

To control the speed, the device uses in a preferential but nonlimitingmode an actuator which controls the angle of opening of the throttlevalves which adjust the flow rate of gas mixture into the cylinders inthe case of a combustion engine and an actuator which controls thebraking system. In the case of an electric motor, the amplitude of themotor supply voltage will, for example, be controlled.

To control the direction of travel of the vehicle, the device has in apreferential but nonlimiting mode a gearbox of automatic gearbox orrobotized gearbox type which makes it possible to actuate the forwarddirection of travel or the backward direction of travel depending on theforward reverse ratio chosen by the operator. In the case where themotor is of electric type, the device can then act directly on the signof the signal of the electric current which controls the direction ofrotation of said motor depending on the direction of travel chosen bythe operator.

As far as the control of the angle of relative lock of the wheels isconcerned, the device acts in a preferential but nonlimiting modedirectly on the torque motor which controls the steering column of thevehicle and hence the angle of lock of the wheels, or on the motor ormotors which control the locking of the wheels in the case of columnlesselectric steering.

In another embodiment, the device uses a visual and/or audible and/orkinesthetic interface which informs the operator directly as to themaneuvers to be performed to park the vehicle. In this case, theactuators are directly the hands and the feet of the operator which acton the steering wheel, the gearbox, the accelerator pedal, brake pedaland clutch pedal.

The visual and/or audible and/or kinesthetic interface then informs theoperator while the maneuver is progressing as to the actions which heshould perform on the steering wheel, the gearbox, the acceleratorpedal, brake pedal and clutch pedal to be able to park the vehicle in aslot. For example, the visual interface may be equipped with a screen,with a voicebox or with means of vibration of the steering wheel whichindicates to the operator that he should begin and/or terminate theparking maneuver. This visual and/or audible and/or kinestheticinterface can be installed on the vehicle for the safety of the operatorwho prefers to be informed by the on-board computer and to act on thevehicle by himself so as to park it in a slot rather than allow it to beguided automatically.

In the case where the operator is informed visually and/or aurallyand/or kinesthetically of the controls to be performed on the vehicle,said vehicle is then, in a preferential but nonlimiting mode, equippedwith means for limiting the actions of the driver which make it possibleto avoid improper maneuvers when he acts on the control members such asthe steering wheel, the gearbox, the accelerator pedal, brake pedal andclutch pedal. Thus the operator has control of the vehicle to the extentthat he does not make any maneuvering error, in the converse case themeans of limitation will inform him of his improper maneuvers whilelimiting for example the rotation of the steering wheel or the wheellock or else the speed of the vehicle.

1. A method for managing slot parking of a vehicle (1) with respect toimmediate surroundings and obstacles, the method comprising: a lockingphase (23, 25); and a reverse-locking phase (26, 27), said locking phaseand said reverse-locking phase using measurement sensors (36) formeasuring distance, orientation and vehicle speed to evaluate (10) aspace available (2) with respect to the immediate surroundings (3) toperform the locking and reverse-locking phase by operating on thevehicle speed, a vehicle direction of travel and a relative lock ofwheels of the vehicle, wherein, retrieving input data originating fromthe measurement sensors (36) to obtain quantitative input values,translating at least some of the quantitative input values into gradualqualitative input values, on a basis of qualitative rules, determiningoperating instructions that provide gradual qualitative output data andquantitative output data, transforming the gradual qualitative outputdata into quantitative output data, and controlling actuators of thevehicle (1) as a function of the quantitative output data.
 2. The methodof claim 1, performed in real time by retrieving the input data at eachinstant and by controlling the actuators at each instant during thelocking phase and said reverse-locking phase.
 3. The method of claim 1,further comprising a positioning phase administering a lateral positionof the vehicle with respect to the obstacles by monitoring the lateralposition of the vehicle, with respect to a lateral position instruction,on a basis of measurement data from the sensors, quantitative datainvolving the direction of travel and a result of a first test, andgradual qualitative data involving a heading of the vehicle (1) and arelative lateral distance, determining an operating instruction for therelative lock of the wheels by transforming a gradual qualitative valueinto a quantitative value, the determination of the operatinginstruction using qualitative rules of determination of a lateralposition monitor, and acting on a wheel lock as a function of thedetermined operating instruction.
 4. The method of claim 3, wherein, thepositioning phase (19, 22) is carried out by administering, in parallelwith the administration of the lateral position, a longitudinal positionof the vehicle with respect to the obstacles by monitoring thelongitudinal position of the vehicle, with respect of a longitudinalposition instruction, and with respect to the obstacles on a basis ofthree measurement data from the sensors, quantitative data including theresult of the first test and the direction of travel, and a gradualqualitative data item based on a relative longitudinal distance,determining two quantitative output instructions involving the vehiclespeed and the direction of travel using qualitative rules ofdetermination of a longitudinal position monitor, and acting on thespeed and the direction of travel upon as a function of the determinedtwo output instructions.
 5. The method of claim 3, wherein the lockingphase (23, 25) is carried out once the positioning phase (19, 22) isconcluded by monitoring the relative lock on a basis of threemeasurement data from the sensors (36), gradual qualitative datainvolving the heading of the vehicle and a back right distance withrespect to an edge of a parking zone and a quantitative data itemresulting from a second test, determining three output instructionsincluding two quantitative outputs involving a speed instruction and adirection of travel instruction, and a gradual qualitative outputconcerning the relative lock of the wheels, using qualitative rules ofdetermination of a lock monitor, and transforming the gradualqualitative output into a quantitative output and acting on the wheellock, the speed and the direction of travel of the vehicle as a functionof the determined three output instructions.
 6. The method of claim 1,wherein, the reverse-locking phase (26, 27) is carried out once thelocking phase (23, 25) is concluded by monitoring a reverse-lock of thewheels on a basis of four measurement data from the sensors (36),quantitative data resulting from a third test and the direction oftravel, and two gradual qualitative data concerning the heading of thevehicle and a distance to the vehicle, determining three outputinstructions including two quantitative outputs involving the speed andthe direction of travel of the vehicle, and a gradual qualitative outputconcerning the relative lock of the wheels using qualitative rules ofdetermination of the reverse lock, transforming the gradual qualitativeoutput into a quantitative output, and acting on the wheel lock, thespeed and the direction of travel of the vehicle as a function of thedetermined three output instructions.
 7. The method of claim 1, furthercomprising a phase of realignment (28, 29) of the vehicle, carried outonce the reverse-locking phase (26, 27) is concluded, by monitoringrealignment of the vehicle on the basis of five measurement data fromthe sensors (36) including two quantitative data involving the result ofa fourth test and the direction of travel of the vehicle, and threegradual qualitative data concerning a distance to a back part of thevehicle, a distance to a front part of the vehicle and the heading ofthe vehicle, determining three output instructions including twoquantitative outputs involving the speed and the direction of travel ofthe vehicle, and a gradual qualitative output concerning the relativelock of the wheels using qualitative rules of determination of alongitudinal monitor and of a lateral monitor of realignment,transforming the gradual qualitative output into a quantitative output,and acting on the wheel lock, the direction of travel and the speed ofthe vehicle as a function of the determined three output instructions.8. The method of claim 7, wherein, when the realignment phase (28, 29)has terminated, a fifth test (test 5) (30) for validating the parking(15) is performed and: if the fifth test is validated, the parking (15)is concluded, and if the fifth test is non validated, the locking phase(23, 25), reverse-locking phase (26, 27) and realignment phase (28, 29)are repeated.
 9. The method of claim 1, further comprising: apositioning phase (19, 22) preceding the execution of the locking phaseand the reverse-locking phase, and a realignment phase (28, 29) andfollowing the execution of the reverse-locking phase, wherein, thepositioning phase is a first phase of the method, the locking phase is asecond phase of the method, the reverse-locking phase is a third phaseof the method, and the realignment phase is a forth phase of the method.10. The method of claim 9, wherein two safety tests (31, 32) areperformed in parallel while carrying out the four parking phases by: asa first safety test (31), verifying that a vehicle operator performs noaction on control members of the vehicle (1), as a second safety test(32), verifying a distance to a front part of the vehicle and a distanceto a back part of the vehicle to ensure that the surrounding obstacles(3) are not modified, wherein, if the first safety test (31) is notvalidated, then a transient halting (33) of the vehicle is performed,followed by a test of halting (34), if the test of halting (34) is thenvalidated by the operator, a parking (15) maneuver is completely halted(35), and, in parallel with the test of halting, if the second safetytest (32) is validated, the parking maneuver is completely halted (35),otherwise the parking maneuver is continued.
 11. A device (39) forimplementing the method of claim 1, comprises: measurement sensors (36)for measuring the distance of the vehicle (1) with respect to thesurrounding obstacles (3), speeds sensors, direction of travel sensorsand vehicle orientation sensors, a computer (42) which retrieves thequantitative data from the measurement sensors and transforms the inputdata into gradual qualitative values and into quantitative values,processes and determines output instructions which have gradualqualitative values and quantitative values and transforms these outputinstructions into quantitative values, and actuators which act on themovements of the vehicle (1) as a function of the quantitative outputvalues transmitted by the computer (42) or an output interface (41)which transmits visual and/or audible and/or kinesthetic information tothe driver to guide him in his maneuver.
 12. A method of slot parking avehicle, comprising the sequential steps of: a first phase, serving as apositioning phase, of locating a vehicle with respect to immediateobstacles in front of and in back of the vehicle; a second phase,serving as a locking phase, of moving the vehicle backward and lockingwheels of the vehicle to back a rear part of the vehicle into a parkingspace; a third phase, serving as a reverse-locking phase, of moving thevehicle and reverse-locking the wheels to move a front part of thevehicle into the parking space; and a fourth phase, serving as arealigning phase, of moving the vehicle, according to available frontand back space, while straightening the wheels, using measurementsensors for measuring distance, orientation and vehicle speed toevaluate a space available with respect to the immediate obstacles toperform the locking and reverse-locking phases by operating on thevehicle speed, a vehicle direction of travel and a relative lock of thewheels of the vehicle, retrieving input data originating from themeasurement sensors to obtain quantitative input values, translating atleast some of the quantitative input values into gradual qualitativeinput values, on a basis of qualitative rules, determining operatinginstructions that provide gradual qualitative output data andquantitative output data, transforming the gradual qualitative outputdata into quantitative output data, and controlling actuators of thevehicle as a function of the quantitative output data.
 13. A method formanaging a slot parking (15) of a mobile vehicle (1), a locking phase(23, 25) and a reverse-locking phase (26, 27), said method usingmeasurement sensors (36) for measuring distance, vehicle orientation andvehicle speed to evaluate (10) a space available (2) with respect toimmediate surroundings (3) so as to perform a parking maneuver, theparking maneuver being carried out by operating on the speed, adirection of travel and a relative lock of the wheels of the vehicle,said method comprising the steps of: retrieving input data originatingfrom the measurement sensors (36); translating the quantitative inputvalues into gradual qualitative input values, on a basis of qualitativerules, determining operating instructions providing gradual qualitativeoutput data and gradual quantitative output data, transforming thegradual qualitative output data into quantitative output data, andcontrolling actuators of the vehicle as a function of the transformedquantitative output data.